EP3118019A1 - Freewheeling hub for a bicycle - Google Patents

Abstract

The present invention relates to a freewheel hub for a bicycle comprising: a hub axle, a hub shell which is rotatably mounted on the hub axle via a bearing arrangement, a driver rotatably mounted on the hub axle and connectable to at least one pinion assembly, a freewheel device, which is arranged between the hub shell and the impeller and optionally permits a relative rotation between the hub shell and the impeller or couples the hub shell and the impeller in a torque-transmitting manner, wherein the freewheel device has at least one first coupling ring and at least one second coupling ring, wherein the first coupling ring is coupled or couplable to transmit torque to the hub shell, and wherein the second coupling ring is coupled or coupled torque-transmitting with the impeller, wherein the two coupling rings have mutually facing toothings, and wherein the first and the second clutch ring are axially displaceable relative to the hub axle between an engagement position in which the gears mesh with one another to transmit torque, and a freewheeling position in which the gears do not mesh with one another. It is provided that at least one received in apertures in the first coupling ring magnet assembly holds the coupling rings in the engaged position, wherein the openings for receiving the magnet assembly in the first coupling ring are arranged and designed such that at a relative rotation between the first and second coupling ring, the coupling rings in the axial direction from the engaged position to the freewheeling position and back are transferable.

Description

• eine Nabenachse,
• eine Nabenhülse, die über eine Lageranordnung drehbar auf der Nabenachse gelagert ist,
• einen Antreiber, der drehbar auf der Nabenachse gelagert und mit wenigstens einer Ritzelanordnung verbindbar ist,
• eine Freilaufeinrichtung, die zwischen der Nabenhülse und dem Antreiber angeordnet ist und wahlweise eine Relatiwerdrehung zwischen der Nabenhülse und dem Antreiber zulässt oder die Nabenhülse und den Antreiber drehmomentübertragend koppelt,

wobei die Freilaufeinrichtung wenigstens einen ersten Kupplungsring und wenigstens einen zweiten Kupplungsring aufweist, wobei der erste Kupplungsring drehmomentübertragend mit der Nabenhülse gekoppelt oder koppelbar ist, und wobei der zweite Kupplungsring drehmomentübertragend mit dem Antreiber koppelbar oder gekoppelt ist, wobei die beiden Kupplungsringe einander zugewandte Verzahnungen aufweisen, und wobei der erste und der zweite Kupplungsring zwischen einer Eingriffsstellung, in der die Verzahnungen drehmomentübertragend ineinander eingreifen, und einer Freigabestellung relativ zur Nabenachse axial verlagerbar sind, in der die Verzahnungen nicht ineinander eingreifen.The present invention relates to a freewheel hub for a bicycle comprising:

• a hub axle,
• a hub shell which is rotatably mounted on the hub axle via a bearing arrangement,
• an impeller rotatably mounted on the hub axle and connectable to at least one pinion assembly,
• a freewheel device disposed between the hub shell and the driver and selectively permitting relative rotation between the hub shell and the driver or coupling the hub shell and the driver to transmit torque;

wherein the freewheel device has at least one first coupling ring and at least one second coupling ring, wherein the first coupling ring is coupled or couplable to transmit torque to the hub shell, and wherein the second coupling ring is coupled or coupled torque-transmitting with the impeller, wherein the two coupling rings have mutually facing toothings, and wherein the first and the second coupling ring are axially displaceable between an engagement position, in which the teeth engage in a torque-transmitting manner, and a release position relative to the hub axle, in which the teeth do not engage in one another.

Such freewheel hubs are known from the prior art. For example, the document shows DE 198 47 673 A1 a freewheel hub, wherein the two coupling rings are each biased towards each other via an associated spring.

The document DE 10 2012 016 945 A1 discloses a hub having a hub body and drive means. On the drive device, a sprocket set can be attached. A toothed disk freewheel between the drive device and the hub body allows a freewheeling function. The pulley freewheel has two engagement components, which are designed as toothed pulleys. The toothed disks have axial toothings which can be brought into engagement with one another. In a receiving space in the toothed disks, a magnetic device is used in each case. In this case, the magnetic devices are arranged such that the south pole of the one magnetic device is arranged adjacent to the north pole of the respective other magnetic device. The magnetic devices form a Traction device, which ensures that the two toothed discs are biased in their engaged position.

A freewheel hub with magnetic devices is also from the document DE 10 2012 016 949 A1 known.

Further, from the document DE 10 2012 020 472 A1 a freewheel hub known, in which the two coupling rings viewed in an axis-containing section having a stepped wall thickness profile with a portion of greater wall thickness and a reduced wall thickness portion. A toothing is formed in a middle radial region of the coupling rings in each case in the section of greater wall thickness. The section of reduced wall thickness is formed in the one of the two coupling rings radially within the toothing of this subsequently. The portion of reduced wall thickness in the other of the two coupling rings can be formed radially outside of the teeth to this subsequently.

The freewheel hub described above has proven itself in practice quite well. However, it has been found that the known freewheel hubs, especially in road cycling, are prone to relatively high noise levels or relatively high noise emissions. This is due to the fact that wheels such as high-profile carbon rims are getting stiffer and lighter and thus the better forward in the freewheel hub vibration and vibration and can reinforce. In particular, in combination with a high profile carbon rim an impeller forms an optimal sound body, which can forward and amplify the resulting vibrations in the freewheel hub and thus noise.

It is thus an object of the present invention to provide a freewheel hub with which the noise of the freewheel hub and the freewheel hub in combination with the impeller can be reduced. It is a further object of the present invention to provide a freewheel hub in which the dead center of the freewheel is relatively small and also the freewheeling torque at high speeds is as low as possible.

These objects are achieved with the features specified in the patent claim 1.

Further embodiments are given in the dependent claims.

In the freewheel hub according to the invention holds at least one received in openings in the first coupling ring or the second coupling ring magnet assembly, the coupling rings in their engaged position, d. H. the teeth of the coupling rings are in torque-transmitting engagement with each other. The apertures for receiving the magnet assembly are arranged and designed such that in a Relatiwerdrehung between the first and second coupling ring, the coupling rings from the engaged position to the freewheeling position and back are transferable.

In contrast to the prior art, in the case of the freewheel hub according to the invention, no magnet arrangement arranged opposite to one another are used, which bias the toothed disks against one another. The opposite polarity magnet arrangements contribute greatly to the development of noise or the formation of vibrations and vibrations in the freewheel hub. In the freewheel hub according to the invention a magnet arrangement is provided in openings in the first coupling ring, whereby the noise or the generation of vibrations and vibrations can be significantly reduced.

In the engaged position, a torque transmitted to the freewheel hub via the impeller is transmitted to the hub shell via the coupling rings in torque-transmitted engagement. In the engaged position there is no relative rotation or relative movement between the first coupling ring and the second coupling ring. For the transfer of the first coupling ring and the second coupling ring in the freewheeling position and also back takes place both a Relatiwerdrehung and a relative movement in the axial direction between the coupling rings. With the openings and the magnet arrangement accommodated therein, in a relative rotation between the first coupling ring and the second coupling ring, the first coupling ring and the second coupling ring can be transferred quickly and reliably into the freewheeling position or back into the engagement position. This is due to the fact that changes in a Relatiwerdrehung between the first coupling ring and the second coupling ring, the effect of the magnetic force of the magnets received in the first coupling ring on the second coupling ring through the apertures and arranged in the apertures magnet assembly. The attraction of the magnets in the apertures of the first coupling ring acts most strongly on the second coupling ring when the second coupling ring assumes predetermined angular positions relative to the magnets of the first coupling ring. The second coupling ring is not in one of the predetermined angular position relative to the first Coupling ring affects the attraction of the magnets less strong on the second coupling ring. In other words, the magnetic force varies depending on the angular positions of the first coupling ring and the second coupling ring relative to each other. This variable or varying magnetic force allows the quick and reliable transfer of the coupling rings in the freewheeling position and from the freewheeling position back into the engaged position, in which the two coupling rings are in torque-transmitting engagement and torque can be transmitted to the hub shell.

According to one embodiment of the invention, the openings in the first coupling ring can be designed and arranged in such a way that a tooth of the second coupling ring in the engaged position completely covers a surface section of the magnet received in the opening, which is exposed by the opening. The greater the degree of overlap between a tooth of the second coupling ring and the exposed portion of the magnet received in the first coupling ring, the stronger the force of attraction of the magnets in the first coupling ring acts on the tooth of the second coupling ring. This also applies regardless of the engagement position, i. This also applies if the coupling rings are separated from each other in the axial direction. If the first coupling ring and the second coupling ring are still in a state separated in the axial direction of the hub axle, then the attraction force of the magnet is greatest even if a tooth of the second coupling ring substantially or almost completely overlaps with the portion of the magnet exposed by the aperture , This can ensure that the coupling rings can be moved quickly and reliably from the freewheeling position back into the engaged position.

The openings in the first coupling ring may be formed at least in sections between two adjacent teeth of the axial toothing of the first coupling ring. The magnet accommodated in the respective breakdown can span the region between two adjacent teeth, which substantially corresponds to a tooth of the second coupling ring in the engaged position, ie this space or region is occupied in the engaged position by a tooth of the second coupling ring. The apertures may be formed with stop surfaces on which the magnets can invest with one of their axial end surfaces. In the case of rod-shaped or cylindrical magnets, the field lines of the magnetic field emerge from the axial end faces.

The magnet assembly received in the first coupling ring may comprise a plurality of magnets. The magnets can be rod-shaped or cylindrical magnets. The shape of the apertures in the first coupling ring can be adapted to the shape or the shape of the magnets. The area exposed by the aperture surface portion of the received in the first opening magnet may correspond in terms of area substantially a sliding surface of a tooth of the second coupling ring.

According to one embodiment, at least one guide sleeve may be provided on the hub shell. The at least one guide sleeve can serve to guide the first and / or the second coupling ring in the direction of the hub axle. At high speeds vibrations and vibrations can be transmitted from the coupling rings to the hub shell. With the at least one guide sleeve direct contact of the first coupling ring and / or the second coupling ring with the hub shell in the freewheeling position can be prevented, so that no vibrations and vibrations from the first coupling ring and / or the second coupling ring can be transmitted to the hub shell in the freewheeling mode , The at least one guide sleeve can prevent contact of the first coupling ring in radial and / or axial direction with the hub shell in the freewheeling mode of the freewheel hub. The at least one guide sleeve can thus decouple the freewheel device acoustically and vibrationally from the hub shell. The at least one guide sleeve may be made of a material that is commonly used for plain bearings. This can be in particular plastic. The at least one guide sleeve comprises a guide section for guiding the first coupling ring and / or the second coupling ring. Further, the at least one guide sleeve may include a mounting portion with which the at least one guide sleeve may be attached to the hub shell.

At least one magnet may be received in the at least one guide sleeve. The at least one magnet in the at least one guide sleeve can cooperate with the magnet arrangement in the at least one first coupling ring for holding the coupling rings in the engaged position. Furthermore, the at least one magnet accommodated in the at least one guide sleeve can interact with the magnet arrangement in the first coupling ring for displacing the coupling rings between the freewheeling position and the engagement position.

At least the first coupling ring may have a recess for receiving the at least one guide sleeve. At least the first coupling ring can be guided with the at least one recess in the axial direction displaceable on the guide sleeve. The guide sleeve can be designed with at least one shoulder or at least one contact surface. The first coupling ring can create in the freewheeling position of the contact surface or the paragraph.

The at least one guide sleeve may be resiliently or elastically mounted on the hub shell. In other words, the at least one guide sleeve can be accommodated vibration damping in at least one receptacle in the guide sleeve. In particular, the attachment portion of the at least one hub shell may be received in the receptacle in the hub shell. The at least one guide sleeve can be mounted on at least one elastic element vibration damping on the hub shell. For example, the elastic element may be made of an elastomer. The at least one elastic element may be annular.

According to one embodiment of the invention, the at least one guide sleeve can be designed such that the at least one guide sleeve sets a predetermined air gap between the magnet received in it and the coupling rings. Thereby, the magnetic force of the magnets accommodated in the guide sleeves can be adjusted so that coupling rings can be quickly moved back into the engaged position, and yet also a rapid separation of the coupling rings in the transition to the free position is possible.

The at least one recess in the first coupling ring for receiving the at least one guide sleeve can be designed and arranged such that the at least one recess is at least partially covered by a tooth of the second coupling ring in the engaged position. The at least one recess in the coupling ring for receiving the at least one guide sleeve and a breakthrough of the apertures for receiving the magnet assembly in the first coupling ring can be arranged alternately in the circumferential direction of the first coupling ring and the second coupling ring and offset by a predetermined angle to each other. The at least one guide sleeve may be formed and arranged on the hub shell, that with the at least one guide sleeve a predetermined clearance or a predetermined air gap between a radial toothing of the hub shell and a radial toothing at least the first coupling ring is adjustable. This can be achieved that in the freewheeling mode only between these teeth an air gap is maintained, which provides a vibrational decoupling. With this air gap can be prevented that the vibrations and vibrations resulting from the meeting of the sliding surfaces of the coupling rings are transmitted to the hub shell. The individual teeth of the radial gears of the hub shell and the first coupling ring have load flanks and non-load flanks. The load flanks are used for torque transmission between the first coupling ring and the hub shell. About the leadership of the first coupling ring by means of at least one guide sleeve, a predetermined clearance or a predetermined air gap between the radial teeth of the hub shell and the first coupling ring can be adjusted such that the air gap and the clearance between the load flanks of the teeth of the radial gears low and simultaneously the clearance or the air gap between the non-load flanks of the radial toothings is relatively large. In the engaged position of the coupling rings, ie there should be a torque transfer to the hub shell, so taking advantage of between the at least one guide sleeve and the first coupling ring, the power transmission via the load flanks occur unhindered. In the free-running position, the free-wheeling torque acting on the first coupling ring can be completely absorbed by the at least one guide sleeve, since there is no direct contact between the radial toothings of the hub sleeve and the first coupling ring. Since the at least one guide sleeve in free-running mode can effectively prevent contact between the radial teeth of the hub shell and the first coupling ring, vibrations and vibrations occurring in the radial direction and / or in the circumferential direction can not be transmitted from the freewheel device to the hub shell. Accordingly, the at least one guide sleeve can decouple the hub shell from the freewheel device in terms of vibration technology. In summary, it should be noted: In the drive direction can be done between the teeth of the radial teeth of the hub shell and the first coupling ring power transmission, ie, the teeth abut each other. For example, if the teeth are made of metal, the force is transmitted through metal to metal. In contrast, in the freewheeling mode via the at least one guide sleeve, an air gap is always set between the radial toothings of the hub shell and the first coupling ring, so that transmission of vibrations and vibrations to the hub shell can be prevented.

The magnets of the magnet arrangement accommodated in the openings of the first coupling ring can have the same orientation with respect to their north and south poles. The at least one magnet received in the at least one guide sleeve may have the same orientation with respect to the north and south poles as the Have recorded in the first coupling ring magnets. All magnets can thus be arranged gleichpolig.

According to one embodiment, the attractive force provided by the at least one magnet arrangement may vary relative to one another depending on the angular positions of the first coupling ring and the second coupling ring. Further, the attraction force provided by the at least one magnet in the at least one guide sleeve may vary relative to one another depending on the angular positions of the first coupling ring and the second coupling ring.

Thus, high magnetic attraction forces of the at least one magnet arrangement and / or the at least one magnet in the guide sleeve can be ensured in dependence on predetermined angular positions which hold the coupling rings together. Since the forces of attraction change as a function of the angular positions of the coupling rings, rapid separation of the coupling rings for transition to the freewheeling position can be achieved, for example, by a sharp drop in the attractive forces of the magnets with changing angular positions of the coupling rings.

Even in the freewheeling position can act in response to the angular positions of the coupling rings relative to each other high attraction forces on the second coupling ring, the attraction forces are slightly lower than in the engagement position due to the axial distance between the coupling rings in the freewheeling position. By these relatively large forces of attraction in predetermined angular positions can be achieved that the coupling rings can be transferred from the freewheeling position quickly back into the engagement position in which they are in torque-transmitting engagement with each other.

The first coupling ring and the second coupling ring may be formed such that acts in at least one predetermined angular position of the first coupling ring relative to the second coupling ring exclusively the attraction of the at least one magnet assembly on the second coupling ring. The first coupling ring and the second coupling ring may also be designed such that act in at least one predetermined angular position of the first coupling ring relative to the second coupling ring, the attractive forces of the at least one magnet assembly and the at least one magnet in the at least one guide sleeve together on the second coupling ring.

According to one embodiment, the first coupling ring and the second coupling ring can be decoupled via a decoupling element of the hub shell at least in the axial direction of vibration technology.

The above-described objects are also achieved with a freewheel hub with the features of claim 16. The freewheel device is decoupled via at least one decoupling device of the hub shell vibration technology.

The decoupling device provides a decoupling of the freewheel device from the hub shell in the axial, radial and circumferential direction. The decoupling in the radial direction and circumferential direction relates to the case when the freewheel device is in the freewheeling mode in which no torque is transmitted.

The at least one decoupling device ensures that vibrations and vibrations arising in the freewheel device can not be transmitted to the hub shell. This prevents the vibrations and vibrations generated in the freewheel device from generating noise which can disturb the driver of the bicycle and its surroundings. The at least one decoupling device further prevents the coupling rings of the freewheel device in the freewheeling mode can strike in the radial direction, in the axial direction and in the circumferential direction of the hub shell. This also contributes significantly to the reduction of noise.

The at least one decoupling device can have at least one decoupling element. The at least one decoupling element can prevent an axial abutment of the first coupling ring and / or the second coupling ring on the hub shell. By means of the at least one decoupling element, furthermore, the production of the freewheel hub can be simplified and also the production costs can be reduced. By the at least one decoupling element, the tolerance chain between the hub shell, the first coupling ring and the second coupling ring can be reduced, i. mentioned components can be produced with a wider tolerance band, which reduces the manufacturing costs and also the manufacturing cost.

The at least one decoupling element may be a decoupling ring. By the at least one decoupling element or by the at least one decoupling ring Thus, the hub shell is decoupled from vibrations or shocks in the axial direction of the freewheeling direction formed by the first coupling ring and the second coupling ring. As a result, a transmission of vibrations and shocks on the hub shell on the impeller or the rim is prevented, whereby the noise of the freewheel hub or the combination of freewheel hub and impeller can be significantly reduced. The at least one decoupling element is preferably made of a damping material. As a result, the freewheel device formed by the first coupling ring and the second coupling ring is decoupled from the hub shell. The at least one decoupling element may be made of a plastic or an elastomer.

According to one embodiment, the at least one decoupling ring, the first coupling ring and the second coupling ring may form a separate assembly. This assembly can slide with its inner circumference on the hub shell. The at least one decoupling ring and the second coupling ring can be connected in such a way that a relative movement between the first coupling ring and the at least one decoupling ring connected to the second coupling ring in the axial direction is possible. The first coupling ring can be mounted with its inner circumferential surface on the unit formed by the second coupling ring and the at least one decoupling ring in the axial direction displaceable and rotatable. Furthermore, the unit formed by the second coupling ring and the at least one decoupling ring can be mounted so as to be displaceable and rotatable in the axial direction on the outer peripheral surface of the hub shell. The unit formed by the second coupling ring and the at least one decoupling ring can limit the relative movement of the first coupling ring in the axial direction. For this purpose, the at least one decoupling ring can have a projection projecting in the radial direction. In addition to the projection of the at least one decoupling ring and the second coupling ring can limit a relative movement of the first coupling ring in the axial direction.

The at least one decoupling device may have at least one guide sleeve. The at least one guide sleeve may be provided on the hub shell. The at least one guide sleeve can serve to guide the first and / or the second coupling ring in the direction of the hub axle.

The at least one guide sleeve may have at least one stop for the first coupling ring. At least one stop can be the first Apply coupling ring. Depending on the angular position of the first coupling ring relative to the second coupling ring, the first coupling ring can abut against the at least one stop on the at least one guide sleeve. This can be done in particular in the transfer of the coupling rings from the engaged position to the release position.

The at least one guide sleeve may have at least one abutment surface for abutment of the at least one decoupling element. The at least one decoupling element can rest against the at least one contact surface of the guide sleeve and be lifted off the at least one contact surface on the at least one guide sleeve depending on the angular position of the first coupling ring relative to the second coupling ring. The at least one contact surface may extend perpendicular to the axis of the freewheel hub.

The two preceding paragraphs apply to all of the embodiments described above, which can thus have such a trained guide sleeve.

Furthermore, at least one sound-reducing material can be provided in the space formed in the hub shell for receiving the freewheel device. The sound-reducing material may be used as an alternative to the decoupling measures described above and also with conventional freewheel hubs.

The sound-reducing elements may be sound-absorbing elements or sound-damping elements. In sound absorption, the sound energy is reduced by conversion into heat. In sound attenuation, the sound intensity can be reduced by redistributing the sound energy, for example, over a larger area. The sound-reducing elements serve accordingly to reduce disturbing noises in the bicycle hub. The sound-reducing elements may be made of porous materials. Suitable materials may be microcellular polymers, polyurethanes and other porous foamed plastics. Even natural porous materials such as cork can be used as a sound-reducing component. Due to the absorption or damping of the porous or cellular materials can be dispensed with further sound-absorbing measures in the freewheel hub. As a result, it is possible, for example, to dispense with sliding seals which increase the friction between the individual components of the freewheel hub.

The sound-reducing material may cover at least a wall portion of the space formed in the hub shell for receiving the freewheel device space.

Figur 1

eine achsenthaltende Schnittansicht einer Freilaufnabe gemäß einer ersten Ausführungsform der Erfindung;

Figur 2

eine Schnittansicht der Nabenachse der Freilaufnabe gemäß Figur 1;

Figur 3

eine vergrößerte Detailansicht des Details III in Figur 2;

Figur 4

eine teilweise aufgebrochene perspektivische Ansicht einer Kupplungsvorrichtung gemäß der ersten Ausführungsform der Erfindung;

Figur 5

eine vergrößerte Ansicht des Ausschnitts V in Figur 4;

Figur 6

eine teilweise aufgebrochene perspektivische Ansicht der Freilaufnabe gemäß der ersten Ausführungsform der Erfindung;

Figur 7

eine vergrößerte Ansicht des Ausschnitts VII in Figur 6;

Figur 8

eine Schnittansicht der Freilaufnabe gemäß der ersten Ausführungsform der Erfindung;

Figur 9

eine vergrößerte Ansicht des Ausschnitts IX in Figur 8;

Figuren 10 bis 12

Schnittansichten verschiedener Stellungen der Freilaufeinrichtung der Freilaufnabe gemäß der ersten Ausführungsform der Erfindung beim Übergang aus der Eingriffsstellung in die Freigabestellung;

Figuren 13 bis 15

vergrößerte Ansichten der von dem Entkopplungsring und den beiden Kupplungsringen gebildeten Baugruppe beim Übergang aus der Eingriffsstellung in die Freilaufstellung;

Figur 16

eine Vorderansicht einer Freilaufnabe gemäß einer zweiten Ausführungsform der Erfindung;

Figur 17

eine Schnittansicht der Freilaufnabe gemäß der zweiten Ausführungsform der Erfindung;

Figur 18

eine weitere Schnittansicht der Freilaufnabe gemäß der zweiten Ausführungsform der Erfindung; und

Figur 19

ein Diagramm des Verlaufs der Anziehungskraft.

Hereinafter, exemplary embodiments of the invention will be described with reference to the accompanying drawings. They show:

FIG. 1

an axis-containing sectional view of a freewheel hub according to a first embodiment of the invention;

FIG. 2

a sectional view of the hub axle of the freewheel hub according to FIG. 1 ;

FIG. 3

an enlarged detail view of the detail III in FIG. 2 ;

FIG. 4

a partially broken perspective view of a coupling device according to the first embodiment of the invention;

FIG. 5

an enlarged view of the section V in FIG. 4 ;

FIG. 6

a partially broken-away perspective view of the freewheel hub according to the first embodiment of the invention;

FIG. 7

an enlarged view of the section VII in FIG. 6 ;

FIG. 8

a sectional view of the freewheel hub according to the first embodiment of the invention;

FIG. 9

an enlarged view of the section IX in FIG. 8 ;

FIGS. 10 to 12

Sectional views of various positions of the freewheel device of the freewheel hub according to the first embodiment of the invention in the transition from the engaged position to the release position;

FIGS. 13 to 15

enlarged views of the assembly formed by the decoupling ring and the two coupling rings in the transition from the engaged position to the freewheeling position;

FIG. 16

a front view of a freewheel hub according to a second embodiment of the invention;

FIG. 17

a sectional view of the freewheel hub according to the second embodiment of the invention;

FIG. 18

a further sectional view of the freewheel hub according to the second embodiment of the invention; and

FIG. 19

a diagram of the course of the attraction.

In FIG. 1 10 is an axially-contained sectional view of the freewheel hub according to a first embodiment of the invention, the freewheel hub being generally indicated at 10. The longitudinal axis of the freewheel hub 10 is generally designated M. The freewheel hub 10 comprises a hub axle 12, into which an axis, not shown, can be inserted with quick-release mechanisms, via which the hub axle 12 can be fixed to a bicycle frame.

On the hub axle 12, a hub sleeve 18 is rotatably supported via the two rolling bearings 14, 16. The hub shell 18 has two spoke flanges 20, 22, to which spokes can be attached in a manner known per se. Further, on the hub axle 12, a driver 24 and a drive sleeve 24 via bearings 26 and 28 are rotatably mounted.

The bearing 14 is supported on a projection 30 formed on the hub axle 12. The bearing 14 is pressed against the projection 30 via a closure element 32, which is plugged onto the hub axle 12. On the axis 12, a further projection or a step 34 is formed. On each axial side of this stage 34, one of the bearings 16 and 26 is supported. On the impeller sleeve 24 radially inwardly projecting projections 36 are provided which serve for supporting or positioning of the bearings 26 and 28 on the hub axle 12. In the hub axle 12 a displaceable in the direction of the axis M fastener 38 is added, which serves in particular to set the bearing 26 in its predetermined position via a press fit. The fastener 38 and the hub axle 12 will be described with reference to FIG FIG. 2 again in detail. The drive sleeve 24 is secured to the bearings 26 and 28 via closure elements 40, 42 on the hub axle 12. For this purpose, the closure element 40 is attached to the hub axle 12 and is clamped with a quick release. On the impeller sleeve 24 is a Section 44 with an internal thread recognizable, which is used to attach an in FIG. 1 not shown pinion assembly on the hub sleeve 24 is used.

If the closure element 40 is attached to the hub axle 12, the fastening element 38 is displaced along the axis M to a radially inwardly projecting projection 46 on the hub axle 12 or pressed against this projection. The projection 44 has an inclined or obliquely to the axis M extending contact surface 46, which points to the closure element 40 substantially. The fastening element 38 has an end section 48 which narrows or constricts the diameter of the fastening element 38. The end portion 48 is thus conical. At this end portion 48, an inclined abutment surface 50 is provided which can be brought into contact with the abutment surface 46 on the projection 40 of the hub axle 12. The contact surface 46 of the projection 44 forms a counter bearing surface for the abutment surface 50 of the fastener 38. The fastener 38 is clamped during the screwing of the closure member 40 with the hub shell 12 against the projection 44 and the contact surface 46. The fastening element 38 can thus implement a force exerted axially on the fastening element 38 in a radial enlargement of the cross section of the hub axle 12. As a result, depending on the angle of inclination of the abutment surfaces 46 and 50, the cross section of the hub axle 12 is enlarged or widened in sections or selectively in the radial direction. Due to this widening, the outer diameter of the hub axle increases. The increase in the diameter or the outer diameter of the hub axle 12 results in that an interference fit between the bearing 26 and the outer periphery of the hub axle 12 is produced. As a result, the bearing 26 is fixed in its predetermined position on the hub axle 12 in the radial direction. The bearing 26 can not loosen by the interference fit produced and the distance between the bearings 26 and 28 can be permanently fixed without special measures must be taken to maintain the distance during assembly. In particular, can be dispensed with the known from the prior art spacers between the bearings 26 and 28. Due to the permanent determination of the distance between the bearing 26 and the bearing 28 on the hub axle bearing damage and wear on the axle and on the bearings are avoided.

Between the drive sleeve 24 and the hub shell 18, the freewheel device 52 can be seen. The freewheel device 52 is closed by means of closure elements 54 extending between the hub shell 18 and the drive sleeve 24 to the environment and sealed by a sealing ring 56. The freewheel device 52 is received in the hub shell 18. The freewheel device 52 comprises a first coupling ring 58 and a second coupling ring 60. The second coupling ring 60 is connected to a decoupling ring 62. The connection between the decoupling ring 62 and the second coupling ring 60 can for example be made via a snap or a snap connection. The decoupling ring 62 may be made of plastic. The decoupling ring 62 is to prevent the coupling rings 58 and 60 from striking the hub shell in the axial direction. This impact on the hub shell 18 can lead to unwanted vibrations and noise. The decoupling ring 62 thus decouples the coupling rings 58 and 60 in the axial direction from the hub shell 18. The first coupling ring 58 can be relatively moved with its inner circumference to the second coupling ring 60 and the decoupling ring 62 both in the axial direction and in the circumferential direction , In other words, the first coupling ring 58 can slide with its inner circumference on the decoupling ring 62 and the second coupling ring 60. The decoupling ring 62 has a radially outwardly projecting projection 64, via which the first coupling ring 58 is held on the decoupling ring 62 and the second coupling ring 60.

The first coupling ring 58, the second coupling ring 60 and the decoupling ring 62 form a separate assembly, which is arranged movably on the hub shell 18. The second coupling ring 60 connected to the decoupling ring 62 can move together with the decoupling ring 62 in the axial direction relative to the first coupling ring 58. As already mentioned above, the first coupling ring 58 can also move relative to the second coupling ring 60 and the decoupling ring 62.

The first coupling ring 58 has stepped profiled openings 66, in which magnets 68 are used and held on the stepped profiling. The magnets 68 may be cylindrical or rod-shaped. The openings 66 are adapted in shape to the shape of the magnets 68. The magnets 68 extend in sections in a recess 70 in the hub shell 18. In a further recess 72 in the hub shell 18 guide sleeves 74 are accommodated, which are mounted via an elastic element 76 elastically in the recess 72 of the hub shell 18. The guide sleeves 74 may be made of a material commonly used for plain bearings. Magnets 78 are accommodated in the guide sleeves 74. The magnets 78 may also be cylindrical or rod-shaped. The first coupling ring 58 has a recess 80 for sectional recording of the guide sleeves 74. The first coupling ring 58 is displaceably mounted on the guide sleeves 74 in the axial direction. The guide on the guide sleeves 74 and the connection between the first coupling ring 58 and the hub shell 18 via the guide sleeves 74 provides for the acoustic decoupling between the freewheel device 52 and the hub shell 18 in the axial and radial directions, as about the guide sleeves 74 a predetermined distance in radial direction between the hub shell 18 and the first coupling ring 58 can be adjusted.

The guide sleeves 74 and the decoupling ring 62 together form a decoupling device 82, which decouples the freewheel device 52 in terms of vibration from the hub sleeve 18. The guide sleeve 74 and the decoupling ring 62 prevents striking of the coupling rings 58, 62 of the freewheel device 52 on the hub shell 18 in the axial direction. In the freewheeling mode of the freewheel hub 10, in particular, the guide sleeve 74 prevents abutment of the first coupling ring 58 on the hub shell 18 in the radial direction and in the circumferential direction.

FIG. 2 shows a sectional view of the hub axle 12 with the fastener 38th

On the hub axle 12, the protruding radially outward projections 30 and 34 can be seen, which serve to bear the bearing 14, 16, 26 of the freewheel hub 10 (see FIG. 1 ). In the axial direction to the left of the projection 30 is a bearing seat LS ₁ for mounting the bearing 14 (see FIG. 1 ) recognizable. Left and right in the axial direction next to the projection or the step 34 are also bearing seats LS ₂ and LS _{3 can be seen} , which serve to fasten the bearings 16 and 26. Another bearing seat LS ₄ can be seen in the axial direction to the left of a press-fit portion 84. The hub axle 12 has in the region of the bearing seats LS ₁ to LS ₄ a slightly larger outer diameter compared with their other sections.

In the hub axle 12, the fastening element 38 is received in the direction of the axis M displaced. The fastener 38 has a tubular portion 86 that extends along the inner peripheral surface of the hub axle 12. At the transition from the pipe section 86 to the end section 48, an edge 88 is formed which, together with the contact surface 50 of the fastening element 48, widens the cross section of the hub axle 12 in the area of the contact surface 46 to the projection 44 of the hub axle 12. The fastening element 38 lies with its obliquely to the axis M extending contact surface 50 at the oblique to the axis M extending Bearing surface 46 of the radially inwardly projecting projection 44 on the hub axle 12 at. The end portion 48 is conical. Compared with the remaining wall thickness of the fastener 38 in the pipe section 86, the end portion 48 has an increased wall thickness. This increased wall thickness and the associated greater rigidity of the end portion 48 ensures that over the end portion 48 of the outer circumference of the hub shell 12 in the region of the bearing seat LS ₃ can be increased. If a force acting in the axial direction is exerted on the fastening element 38 via the closure element 40, the fastening element 38 is pressed with its contact surface 50 against the opposing surface 46 of the projection 44. As a result of the axial force, the fastening element 38 moves with its conical end section 48 or the contact surface 50 in the axial direction along the counter-contact surface 46. As soon as the edge 86 of the fastening element 38 reaches the area of the counter-contact surface 46, the cross-section of the hub axle 12 becomes in the area of the bearing seat LS _{3 expanded} in the radial direction. As a result, a press fit between the bearing shaft 12 and the inner ring of the bearing 26 is generated.

FIG. 3 shows an enlarged view of the section III in FIG. 2 ,

In FIG. 3 It can be seen that the fastening element 38 protrudes in the unloaded state with a portion 90 by a predetermined distance s in the axial direction of the hub axle 12. This is necessary so that over the closure element 40 (see FIG. 1 ), an axial force can be exerted on the fastening element 38 with which the fastening element 38 is pressed in the axial direction against the projection 44 on the inner circumferential surface of the hub axle 12. The force exerted on the fastening element 38 via the closure element 40 is transmitted via the end section 48 of the fastening element 38 with its counter-contact surface 50 to the contact surface 46 of the projection 44, and converted into a radial widening of the circumference of the hub axle 12 in the region of the bearing seat LS ₃ .

FIG. 4 shows a partially broken view of the freewheel hub 10th

The hub shell 18 has the spoke flanges 20 and 22. Between the hub shell 18 and the driver sleeve 24, the freewheel device 52 is shown, which is provided in the hub shell 18 in the region of the spoke flange 22.

At the impeller sleeve 24 radially outwardly projecting projections 92 can be seen, the sliding of a pinion assembly (not shown) in the axial direction enable. Furthermore, in FIG. 4 the female threaded portion 44 is provided, which is provided for fastening a pinion assembly (not shown).

The first coupling ring 58 and the second coupling ring 60 are also in FIG. 4 recognizable. On the first coupling ring 58, a radial external toothing 94 is provided and the hub shell 18 has a corresponding radial internal toothing 96.

FIG. 5 shows an enlarged view of the section V in FIG. 4 ,

In FIG. 5 the freewheel device 52 can be seen. The freewheel device 52 comprises the first coupling ring 58 and the second coupling ring 60. Both the first coupling ring 58 and the second coupling ring 60 have mutually oppositely directed axial toothings. The axial toothing of the first coupling ring 58 has the axial teeth 98. The axial toothing of the second coupling ring 60 has the axial teeth 100. The teeth 98 and 100 each have sliding surfaces 102 and 104, at which the teeth 98 and 100 can slide off each other, as soon as a Relatiwerdrehung between the first coupling ring 58 and the second coupling ring 60 takes place. According to FIG. 5 is the freewheel device 52 in its engaged position, ie, the first coupling ring 58 and the second coupling ring 60 are in torque-transmitting engagement with each other. This can be seen in particular at the points indicated by the arrow ES, which show the teeth 98 of the first coupling ring 58 in engagement with the teeth 100 of the second coupling ring 60.

The first coupling ring 58 has openings 66 for receiving magnets 68. The magnets 68 extend in sections in a recess 70 in the hub shell 18th

The first coupling ring 58 also has a further recess 80 for receiving a guide portion 106 of the guide sleeve 74. At the guide portion 106, the attachment portion 108 of the guide sleeve 74 connects. The attachment portion 108 is elastically received in the recess 72 in the hub shell 18 via an elastic member 76. The elastic member 76 may be formed, for example, annular.

The second coupling ring 60 also has recesses 110, which are distributed in the circumferential direction provided on the coupling ring 60.

FIG. 6 again shows a partially broken perspective view of the coupling device 10, which substantially the above described FIG. 4 equivalent. The main differences between FIG. 4 and FIG. 6 are visible in section VII. On the section VII will be described below with reference to FIG. 7 discussed in detail.

FIG. 7 shows an enlarged view of the section VII in FIG. 6 ,

The main difference between the in FIG. 7 shown section VII and the in FIG. 6 shown section VI is that between the first coupling ring 58 and the second coupling ring 60 has a Relatiwerdrehung occurred. By this Relatiwerdrehung the first coupling ring 58 and the second coupling ring 60 have been separated and are according to FIG. 7 now in the freewheeling position as can be seen in particular at the marked by the arrows FS points.

The teeth 98 of the first clutch ring 58 and the teeth 100 of the second clutch ring 60 are no longer in engagement with each other, so that the freewheel hub is in the freewheeling mode, in which a relative rotation between the hub sleeve 18 with the attached impeller and the drive sleeve 24 can take place. In freewheel mode, the hub shell 18 with the impeller attached thereto rotates faster than the drive sleeve 24.

FIG. 8 shows a sectional view of the freewheel hub 10th

In FIG. 8 are the radial teeth 94 and 96 of the first clutch ring 58 and the hub sleeve 18 can be seen, which are in torque-transmitting engagement with each other in the drive direction. The teeth 100 of the second coupling ring 60 are in engagement with the teeth 98 of the first coupling ring 58. Of the teeth 98 of the first coupling ring 58 only sections of the sliding surfaces 102 can be seen. The second coupling ring 60 has a radial toothing 112 which engages with a radial toothing 114 on the drive sleeve 24 in torque-transmitting engagement. The radial toothing 94 of the first coupling ring 58 and the radial toothing 96 of the hub shell 18 are decoupled from one another in the circumferential direction. For this purpose, an air gap between the radial gears 94 and 96 is set in the freewheeling mode. This air gap is determined by the in FIG. 8 not shown guide sleeves set. In the drive direction, the teeth are the Radial gears 94 and 96 for torque transmission to each other, as in FIG. 8 is recognizable.

FIG. 9 shows an enlarged view of the section IX in FIG. 8 ,

The teeth 100 of the second coupling ring 60 are engaged with the teeth 98 of the first coupling ring 58. The radial gears 112 and 114 of the driver sleeve 24 and the second clutch ring 60 are also in torque-transmitting engagement with each other.

The following is with reference to the FIGS. 10 to 12 described the transfer of the freewheel device 52 from the engaged position to the freewheeling position.

FIG. 10 shows the freewheel device 52 and the freewheel hub in the engaged position, ie the coupling rings 58 and 60 are in torque-transmitting engagement with each other. On the guide sleeve 74 and its guide portion 104, a shoulder 116 is formed. Between this shoulder 116 and the first coupling ring 58, a predetermined gap S ₁ arises in the engaged position of the coupling rings 58 and 60. In the engaged position, the decoupling ring 62, which is connected to the second coupling ring 60, abuts a contact surface 118 of the guide sleeve 74. The decoupling ring 62 slides with its inner circumference on the hub shell 18th

In the in FIG. 10 shown position, only the magnet 68 is "active". That is, only the attraction of the magnet 68 acts on the coupling rings 58 and 60.

To trigger the transfer from the engaged position to the freewheeling position of the freewheel device, a relative movement or relative rotation between the hub sleeve 18 and the impeller sleeve 24 must take place. By this relative rotation between the hub shell 18 and the drive sleeve 24, the coupling rings 54 and 60 can be separated from each other.

FIG. 11 shows an intermediate position of the freewheel device 52 between the engaged position and the freewheeling position. In this intermediate position, the teeth of the coupling rings 58 and 60 still overlap to a certain degree.

In FIG. 11 was the gap S ₁ ( FIG. 10 ) and the first coupling ring 58 abuts against the shoulder 116. The decoupling ring 62 is still applied to the contact surface 118. The first coupling ring 58 has accordingly compared to FIG. 10 moved to the left to go to paragraph 116 in Appendix. The displacement of the first coupling ring 58 to the left to rest on the shoulder 118 on the guide sleeve 74 is due to the relative movement between the first coupling ring 58 and the second coupling ring 60 in which the sliding surfaces 102 and 104 of the teeth 98 and 100 of the coupling rings 58 and 60 together slide off ( FIGS. 4 to 7 ). By this sliding movement of the first coupling ring 58 is displaced to the left, since the second coupling ring 60 is held in contact with the contact surface 118 of the guide sleeve 74 due to the attraction of the magnets 78 in the guide sleeve 74 via the decoupling ring 62. The movement of the first coupling ring 58 to the left takes place against the attraction of the magnets 68 in the first coupling ring 58, since the magnets 68 with their attraction try to pull the coupling rings 58 and 60 together. As a result of the movement of the first coupling ring 58 to the left, a gap S _{2 is} set between the first coupling ring 58 and the second coupling ring 60, ie the coupling rings 58 and 60 are already partially separated in the axial direction.

FIG. 12 shows the freewheel device 52 in the freewheeling position, ie, the first coupling ring 58 and the second coupling ring 60 are not in torque-transmitting engagement.

Compared to FIG. 11 the axial distance between the first coupling ring 58 and the second coupling ring 60 has further increased. In FIG. 12 the larger distance is now designated S ₃ . The axial gears 98, 100 of the first coupling ring 58 and the second coupling ring 60, of which only the tooth 100 of the second coupling ring 60 is shown, are completely separated from each other.

In a comparative view between FIG. 11 and FIG. 12 It can be seen that the second coupling ring 60 with the decoupling ring 62 relative to the first coupling ring 58 in FIG. 12 moved to the right. The first coupling ring 58 is still located on the shoulder 116 of the guide sleeve 74, but the decoupling ring 62 is no longer on the contact surface 118 at. As a result, the distance s ₃ between the first coupling ring 58 and the second coupling ring 60 is established.

In the FIGS. 10 to 12 Furthermore, the radial projection 64 on the decoupling ring 62 can be seen, which serves to hold the first coupling ring 58 on the unit formed by the second coupling ring 60 and the decoupling ring 62, and still allow a relative movement between the first coupling ring 58 and the second coupling ring 60 with the decoupling ring 62. The projection 64 and the second coupling ring 60 enclose the first coupling ring 58 between them.

Furthermore, in the FIGS. 10 to 12 can be seen that is prevented by the guide sleeve 74 with its shoulder 116 and the contact surface 116 that the coupling rings 58 and 60 can strike directly on the hub shell 18 in the transition to the freewheeling position and also back into the engaged position. For this purpose, the guide sleeve 74 also cooperates with the decoupling ring 62, which can be supported on the contact surface 118. In this way it is prevented that during the transition of the coupling rings in the freewheeling position or back into the engaged position resulting vibrations or vibrations can be transmitted to the hub shell 18. FIG. 19 shows a diagram of the depending on the angular positions of the coupling rings 58 and 60 changing attractive forces of the magnets 68 and 78th

The individual in FIG. 19 Curves shown can the attractive forces of the magnet 68, the magnet 78 and both magnets 68 and 78 in dependence on in the FIGS. 10 to 12 shown positions of the coupling rings 58 and 60 are assigned.

In the in FIG. 10 shown position, only the magnet 68 acts on the first coupling ring 58 with its attraction to the second coupling ring 60 and holds the coupling rings 58 and 60 initially against each other. The curve of the added gravitational forces of the magnets 68 and 78 thus corresponds in the section " FIG. 10 "according to the diagram FIG. 19 only the magnetic force provided by the magnet 68, since the magnet 78 does not yet act with its magnetic force on the coupling rings 58 and 60.

If the coupling rings 58 and 60 are rotated relative to one another during the transition to the freewheeling position, the force of attraction of the magnet 68 acting on the second coupling ring 60 will fall.

In the in FIG. 11 shown intermediate position, the coupling rings 58 and 60 have been rotated relative to each other so that the magnet 78 acts with a relatively large force of attraction on the coupling rings 58 and 60 (see range " FIG. 11 " in FIG. 19 ). Accordingly, the attraction force provided by both magnets 68 and 78 is first in the section " FIG. 11 "again relatively big.

However, the attraction force of the magnets 68 and 78 then falls relatively strong, the farther the coupling rings 58 and 60 are rotated relative to each other. The coupling rings 58 and 60 are held together by both magnets 68 and 78, although the first coupling ring 58 in FIG FIG. 11 shifted to the left and attaches to the paragraph 116. As a result, the gap s ₂ ( FIG. 11 ) is formed between the first coupling ring 58 and the second coupling ring 60. The coupling rings 58 and 60 are thus already partially separated in the axial direction (see gap s ₂ ).

If the coupling rings 58 and 60 further rotated to each other and thus increases the axial distance (gap s ₃ ) between the two coupling rings 58 and 60, both the attraction of the magnet 68 and the attraction of the magnet 78 decreases as in the with " FIG. 12 "marked section of the diagram according to FIG. 19 is recognizable. The attractive forces of the magnets 68 and 78 continue to decrease accordingly until the coupling rings 58 and 60 reach a predetermined angular position relative to each other. In this predetermined angular position of the coupling rings 58 and 60, the coupling rings 58 and 60 are also completely separated in the axial direction. This corresponds to the in FIG. 12 shown state. In FIG. 12 was the decoupling ring 62 lifted from the contact surface 118 on the guide sleeve 74, so that the gap s ₃ between the coupling rings 58 and 60 is formed. In FIG. 12 the two coupling rings are completely separated. This is the freewheel device 52 in the freewheeling position.

Out FIG. 19 It will be seen that the attractive forces of the magnets 68 and 78 vary relative to one another in dependence on the angular positions of the coupling rings 58 and 60.

The freewheel device 52 ensures high magnetic attraction forces, which hold the coupling rings 58 and 60 together, but at the same time by the strong decrease in the attractive forces of the magnets 68 and 78 (see FIG. 19 ) With changing angular positions of the coupling rings 58 and 60, a quick separation of the coupling rings 58 and 60 to the transition to the freewheeling position.

It has to be taken into account that even in freewheeling position ( FIG. 12 ) in dependence of the angular positions of the coupling rings 58 and 60 relative to each other almost in FIG. 19 shown high attraction forces act on the second coupling ring 60, wherein the attraction forces due to the axial distance between the coupling rings in the freewheeling position slightly less than those shown Attractions are. These relatively large forces of attraction ensures that the coupling rings 58 and 60 can also be quickly transferred from the freewheeling position back into the engaged position, in which they are in torque-transmitting engagement with each other. In other words, at predetermined angular positions of the coupling rings 58 and 60, large forces of attraction act on the second coupling ring 60 relative to each other and lower attractive forces in other predetermined angular positions. This affects in a continuous relative rotation of the coupling rings 58 and 60 in the freewheeling position such that the in FIG. 19 shown curves or similar curves of the attractive forces occur in large numbers in a row, when the coupling rings 58 and 60 can rotate in the freewheeling position to each other.

The FIGS. 13 to 15 show views of the first coupling ring 58 and the second coupling ring 60 with the decoupling ring 62 during the transition from the engaged position to the release position. The positions of the coupling rings 58 and 60 in the FIGS. 13 to 15 essentially correspond to those in the FIGS. 10 to 12 shown positions of the freewheel device 52nd

In FIG. 13 the first coupling ring 58 with the magnets 68 can be seen. The magnets 68 are received in openings 66 in the first coupling ring 58. The apertures 66 are formed in the first coupling ring 58 between two adjacent teeth 98. The teeth 98 of the first coupling ring 58 are not impaired in their function by the openings 66 and the magnets 68.
The second coupling ring 60 is connected to the decoupling ring 62. The decoupling ring 62 has a circumferential projection 64 which holds the first coupling ring 58 on the unit of decoupling ring 62 and second coupling ring 60.

The teeth 98 of the first coupling ring 58 have a sliding surface 102. The teeth 100 of the second coupling ring 60 similarly have a sliding surface 104. In the in FIG. 13 As shown engagement position spans a sliding surface 102, 104 of a tooth 98 or 100 substantially the space between two adjacent teeth 98 or 100. A tooth 100 spans with its sliding surface 104 accordingly also the surface portion FS of the magnet 68, through the opening 66 between two adjacent Teeth 98 is exposed. In other words, the surface portion FS exposed by the opening 66 of the magnet 68 received in the opening 66 substantially corresponds in terms of area to the sliding surface 104 of the tooth 100 of the second coupling ring 60.

FIG. 14 shows an intermediate position between the engaged position and the freewheeling position.

According to FIG. 14 found a relative movement in the axial direction and at the same time a Relatiwerdrehung between the first coupling ring 58 and the second coupling ring 60 instead. This happens, for example, when the hub shell 18 ( FIG. 1 ) rotates faster with the first coupling ring 58 than the driver sleeve 24 (FIG. FIG. 1 In other words, in most cases in which the freewheel hub 10 is in the freewheeling mode, no force on the chain drive transmitted to the drive sleeve 24 - the chain drive stands still -, with the hub sleeve with the first coupling ring 58 continues to turn. By this Relatiwerdrehung between the first coupling ring 58 and the second coupling ring 60 slide the sliding surfaces 102 and 104 of the teeth 98 and 100 from each other. By the inclination of the sliding surfaces 102 and 104, the coupling rings 58 and 60 are separated in a corresponding Relatiwerdrehung and the sliding of the sliding surfaces 102 and 104 to each other in the axial direction. The increasing axial distance between the first coupling ring 58 and the second coupling ring 60 is in FIG. 14 again indicated by s ₂ . In the in FIG. 14 shown position is no tooth 100 of the second coupling ring 60 in the axial direction in front of the surface portion FS of the magnet 68. The force exerted by the magnet 68 in the first coupling ring 58 on the second coupling ring 60 magnetic attraction force is correspondingly low. If a tooth 100 with its sliding surface 104 is located immediately in front of the surface section FS, the magnetic attraction force of the magnet 68 exerted on the tooth 100 is relatively large. It can be seen that the magnetic attraction force exerted by the magnet 68 in the first coupling ring 58 on the second coupling ring 60 varies depending on the angular positions of the first coupling ring 58 and the second coupling ring 60 relative to each other. This is due to the fact that the field lines of the magnetic field of the magnets 68 can escape unhindered in the direction of the second coupling ring 60 only from the surface portion FS. In all other areas, the magnetic field must first propagate through the adjacent teeth 98 of the coupling ring 58 and is correspondingly weaker.

FIG. 15 shows the first coupling ring 58 and the second coupling ring 60 in the freewheeling position. The distance s ₃ between the first coupling ring 58 and the second coupling ring 60 has compared with the distance s ₂ according to FIG. 14 further enlarged. The first coupling ring 58 is almost at the radial projection 64 of the decoupling ring 62 on. The sliding surfaces 102 and 104 are further slid from each other, whereby the first coupling ring 58 and the second coupling ring 60 are further spaced apart in the axial direction (see s ₃ ). In FIG. 15 It can be seen that a tooth 100 of the second coupling ring 60, although spaced apart in the axial direction, in the axial direction in front of the surface portion FS of the magnet 68 is located. In this position of the coupling rings 58 and 60, the magnetic attraction force exerted on the tooth 100 by the magnet 68 is again very large, since the tooth 100 or its sliding surface 104 is in contact with the surface portion FS of the magnet 68 which is exposed by the opening 66. almost completely overlapped. In this case, the magnetic field from the surface portion FS can act directly on the tooth 100 of the second coupling ring 60.

This has the advantage that the transition from the in FIG. 15 shown freewheeling position in the in FIG. 13 shown engaging position due to the high force exerted by the magnets 68 on the teeth 100 of the second coupling ring 60 attraction force can run fast. Upon a relative rotation between the first coupling ring 58 and the second coupling ring 60, the force of attraction of the magnets 68 acting on the second coupling ring 60 can be quasi-turned on and off. As explained above, this is due to the fact that the magnetic field can change due to the different angular positions of the first coupling ring 58 relative to the second coupling ring 60. In the in FIG. 15 shown angular position of the coupling rings 58 and 60 acts a large attraction on the tooth 100 of the second coupling ring, since the tooth 100 completely overlaps with the surface portion FS and the magnetic field can act directly on the tooth 100. Due to the strong attraction in this angular position, a relative rotation in the opposite direction between the first coupling ring 58 and the second coupling ring 60 ensures that the axial distance between the first coupling ring 58 and the second coupling ring 60 is closed and the teeth 98 and 100 fast and reliably engage with each other.

Looking at the FIGS. 13 to 15 in reverse order, the show FIGS. 13 to 15 also the transition from the freewheeling position according to FIG. 15 in the engaged position according to FIG. 13 , In other words, in a reverse relative rotation, the coupling rings 58 and 60 are pulled together by the magnets 68. The sliding surfaces 102 and 104 of the teeth 98 and 100 slide against each other and until they are in complete and torque-transmitting engagement.

FIG. 16 shows a partially broken perspective view of a freewheel hub 210 according to a second embodiment of the invention.

For the same or equivalent components, the same reference numerals are used as in the first embodiment.

The freewheel hub 210 has a hub shell 18 and a driver sleeve 24. Between the hub shell 18 and the drive sleeve 24, the freewheel device 52 is provided. The freewheel device 52 includes the first coupling ring 58 and the second coupling ring 60. The impeller sleeve 24 is about its radial teeth 112 with the radial teeth 114 of the second coupling ring 60 in torque-transmitting engagement. The same applies to the hub shell 18 and the first coupling ring 58. The hub shell 18 has a radially inwardly facing radial toothing 96, which is in torque-transmitting engagement with the radially outwardly facing radial toothing 94 of the first coupling ring 58.

The hub shell 18 also has recesses 72. In the recesses 72 is in FIG. 18 a sound-reducing element 120 was added. The sound-reducing elements 120 may be sound-absorbing elements or sound-damping elements. The sound absorbing elements 120 can be simply pressed into the recess 72.

FIG. 17 shows a sectional view of the freewheel hub 210. In the view of Figure 17, the sound-absorbing or sound-damping element 120 is again recognizable, which is received in the recess 72 in the hub shell 18. The element 120 for sound absorption or for sound absorption is located in the immediate vicinity of the first coupling ring 58 and the second coupling ring 60, which can give unpleasant noise when transferred from the freewheeling position in the engaged position. These sounds are absorbed or dampened by the sound-absorbing or sound-damping element 120 and thus do not penetrate to the outside to disturb the driver and his environment.

FIG. 18 shows a front view of a hub shell 18 with the spoke flange 22 provided thereon. The hub shell 18 has various recesses 122 and 124. The recesses 122 are formed oval. The recesses 124 are annular. In the recesses 122 and 124 sound-absorbing or sound-damping elements 120 are pressed, which are adapted to the shape of the respective recess.

Claims (23)

Freewheel hub (10) for a bicycle comprising: a hub axle (12), - A hub sleeve (18) which is rotatably mounted on a bearing arrangement (14, 16) on the hub axle (12), a driver (24) rotatably mounted on the hub axle (12) and connectable to at least one pinion arrangement, a freewheel device (52) disposed between the hub shell (18) and the driver (24) and selectively allowing relative rotation between the hub shell (18) and the driver (24) or the hub shell (18) and the driver (24 ) couples torque transmitting, wherein the freewheel device (52) has at least one first coupling ring (58) and at least one second coupling ring (60), wherein the first coupling ring (58) is coupled or couplable to the hub shell (18) to transmit torque, and wherein the second coupling ring (60) torque transmitting with the driver (24) is coupled or coupled, wherein the two coupling rings (58, 60) facing each other teeth (98, 100), and wherein the first and the second coupling ring (58) axially relative to the hub axle (12) between an engagement position (ES), in which the toothings (98, 100) engage in one another to transmit torque, and a freewheeling position (FS) can be displaced in which the toothings (98, 100) do not intermesh,
characterized in that at least one magnet arrangement (68) accommodated in apertures (66) in the first coupling ring (58) or the second coupling ring (60) holds the coupling rings (58, 60) in the engaged position (ES), the apertures (66 ) for receiving the magnet assembly (68) in the first coupling ring (58) or the second coupling ring (60) are arranged and designed such that at a Relatiwerdrehung between the first and second coupling ring (58, 60), the coupling rings (58, 60) in axial direction from the engaged position (ES) in the freewheeling position (FS) and can be transferred back. Freewheel hub (10) according to claim 1,
wherein the openings (66) in the first coupling ring (58) or the second coupling ring (60) are formed and arranged such that a tooth (98, 100) of the axial teeth (98,100) of the second coupling ring (58) or the first coupling ring (60) in the engaged position one of the opening (66) exposed Surface portion (FS) of the received in the opening magnet (66) covered. Freewheel hub (10) according to claim 1 or 2,
wherein the openings (66) in the first coupling ring (58) or in the second coupling ring (60) at least partially between two adjacent teeth (98, 100) of the axial toothing (98, 100) of the first coupling ring (58) or the second coupling ring (60), wherein the magnet (68) accommodated in the respective opening (66) spans the area between adjacent teeth (98), substantially a tooth (98, 100) of the second coupling ring (60) or the first coupling ring (58) corresponds in the engaged position. Freewheel hub (10) according to claim 3,
wherein the surface portion (FS) exposed by the opening (66) of the magnet (68) received in the opening (66) has substantially the same surface area as a sliding surface (102, 104) of a tooth (98, 100) of the second coupling ring (58) or second coupling ring (60) corresponds. Freewheel hub (10) according to one of claims 1 to 4,
wherein on the hub shell (18) at least one guide sleeve (74) is provided, which for guiding the first and / or the second coupling ring (58, 60) in the direction of the hub axle (18) and for vibration decoupling of the hub sleeve (18) of the Freewheel device (52) serves in the circumferential direction. Freewheel hub (10) according to claim 5,
wherein at least one magnet (78) is received in the at least one guide sleeve (74). Freewheel hub (10) according to claim 5 or 6,
wherein at least the first coupling ring (58) has at least one recess (80) for receiving the at least one guide sleeve (74). Freewheel hub (10) according to one of claims 5 to 7,
wherein the at least guide sleeve (74) is mounted vibration-damping on the hub shell (18). Freewheel hub (10) according to one of claims 5 to 8,
wherein the at least one guide sleeve (74) sets a predetermined air gap between the magnet (78) received therein and the coupling rings (58, 60). Freewheel hub (10) according to one of claims 7 to 9,
wherein the at least one recess (80) in the first coupling ring (58) for receiving the at least one guide sleeve (74) are formed and arranged such that the at least one recess (80) in the engaged position of a tooth (100) of the second coupling ring (60) are at least partially covered. Freewheel hub (10) according to one of claims 5 to 10,
wherein with the at least one guide sleeve (74) a predetermined clearance between a radial toothing (96) of the hub shell (18) and a radial toothing (94) of at least the first coupling ring (58) is adjustable. Freewheel hub (10) according to one of claims 1 to 11,
wherein the attraction force provided by the at least one magnet arrangement (68) is variable relative to one another in dependence on the angular positions of the first coupling ring (58) and the second coupling ring (60). Freewheel hub (10) according to one of claims 6 to 12,
wherein the attraction force provided by the at least one magnet (78) in the at least one guide sleeve (74) is variable relative to one another in dependence on the angular positions of the first coupling ring (58) and the second coupling ring (60). Freewheel hub (10) according to claim 12 or 13,
wherein the first coupling ring (58) and the second coupling ring (60) are formed such that in at least one predetermined angular position of the first coupling ring (58) relative to the second coupling ring (60) only the attraction of the at least one magnet assembly (68) on the second Coupling ring (60) acts. Freewheel hub (10) according to one of claims 12 to 14,
wherein the first coupling ring (58) and the second coupling ring (60) are formed such that in at least one predetermined angular position of the first coupling ring (58) act relative to the second coupling ring (60) the attraction forces of the at least one magnet assembly (68) and the at least one magnet (78) in the at least one guide sleeve (74) together on the second coupling ring (60). Freewheel hub (10) according to one of claims 1 to 15,
wherein the first coupling ring (58) and / or the second coupling ring (60) via at least one decoupling element (62) of the hub shell (18) are at least in axial vibration technology decoupled. Freewheel hub (10) for a bicycle comprising: a hub axle (12), - A hub sleeve (18) which is rotatably mounted on a bearing arrangement (14, 16) on the hub axle (12), a driver (24) rotatably mounted on the hub axle (12) and connectable to at least one pinion arrangement, a freewheel device (52) disposed between the hub shell (18) and the driver (24) and selectively allowing relative rotation between the hub shell (18) and the driver (24) or the hub shell (18) and the driver (24 ) couples torque transmitting, wherein the freewheel device (52) has at least one first coupling ring (58) and at least one second coupling ring (60), wherein the first coupling ring (58) is coupled or couplable to the hub shell (18) to transmit torque, and wherein the second coupling ring (60) torque transmitting with the driver (24) is coupled or coupled, wherein the two coupling rings (58, 60) facing each other teeth (98, 100), and wherein the first and the second coupling ring (58) axially relative to the hub axle (12) between an engagement position (ES), in which the toothings (98, 100) engage in one another to transmit torque, and a freewheeling position (FS) can be displaced in which the toothings (98, 100) do not intermesh,
characterized in that the freewheel device (52) via at least one decoupling device of the hub shell (18) is decoupled vibration technology. Freewheel hub (10) according to claim 17,
wherein the at least one decoupling device comprises at least one decoupling element which prevents an axial abutment of the first coupling ring (58) and / or the second coupling ring (60) on the hub shell (18). Freewheel hub (10) according to claim 18,
wherein the at least one decoupling element comprises at least one decoupling ring (62) which forms an assembly together with the first coupling ring (58) and the second coupling ring (60). Freewheel hub according to (10) claim 19,
wherein the at least one decoupling ring (62) and the second coupling ring (60) are connected such that a relative movement between the first coupling ring (58) and the at least one decoupling ring (62) connected to the second coupling ring (60) in the axial direction and in Circumferential direction is possible. Freewheel hub (10) according to one of Claims 17 to 20, characterized
wherein the at least one decoupling device has at least one guide sleeve (74), wherein the at least one guide sleeve (74) is provided on the hub sleeve (18). Freewheel hub (10) according to one of claims 5 to 21,
wherein the at least one guide sleeve (74) has at least one stop (116) for the first coupling ring (58). Freewheel hub (10) according to one of claims 5 to 22,
wherein the at least one guide sleeve (74) has at least one contact surface (118) for engaging the at least one decoupling element (62).

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